Adjustable suspended seat apparatus having tuned frequency-tailored damping through a stratified seat structure

ABSTRACT

An adjustable suspended seat apparatus having a tuned frequency-tailored damping through stratified seat structure is described. The damping seat structure includes: a first material of a plurality of materials having a first characteristic to provide a first damping effect in a first layer. A second material of the plurality of materials based on a second characteristic to provide a second damping effect in a second layer, the first material or the second material having an adjustable damping characteristic. The suspended seat apparatus includes a seat base configured to have the seat coupled thereto; a suspension system coupled to the seat base, the suspension system comprising: an adjustment feature configured to adjust operation of the suspension system; and a chassis mount coupled to the suspension system, the chassis mount configured to be coupled to a vehicle.

CROSS-REFERENCE

This application claims priority to and benefit of U.S. patentapplication Ser. No. 15/816,470 filed on Nov. 17, 2017, entitled“ADJUSTABLE SUSPENDED SEAT APPARATUS HAVING TUNED FREQUENCY-TAILOREDDAMPING THROUGH A STRATIFIED SEAT STRUCTURE” by Thomas Wittenschlaegeret al., having Attorney Docket No. FOX-0073US, and assigned to theassignee of the present application the disclosure of which is herebyincorporated herein by reference in its entirety.

The application with Ser. No. 15/816,470 claims priority to and benefitof U.S. Provisional Patent Application No. 62/579,021 filed on Oct. 30,2017, entitled “Adjustable Suspended Seat Apparatus Having TunedFrequency-Tailored Damping Through A Stratified Seat Structure” byThomas Wittenschlaeger et al., having Attorney Docket No.FOX-0073US.PRO2, and assigned to the assignee of the present applicationthe disclosure of which is hereby incorporated herein by reference inits entirety.

The application with Ser. No. 15/816,470 claims priority to and benefitof U.S. Provisional Patent Application No. 62/565,944 filed on Sep. 29,2017, entitled “Adjustable Suspended Seat Apparatus Having TunedFrequency-Tailored Damping Through A Stratified Seat Structure” byThomas Wittenschlaeger et al., having Attorney Docket No.FOX-0073US.PRO, and assigned to the assignee of the present applicationthe disclosure of which is hereby incorporated herein by reference inits entirety.

The application with Ser. No. 15/816,470 claims priority to and benefitof U.S. Provisional Patent Application No. 62/547,660 filed on Aug. 18,2017, entitled “Suspended Seat Base” by Thomas Wittenschlaeger et al.,having Attorney Docket No. FOX-P8-18-17-US.PRO, and assigned to theassignee of the present application the disclosure of which is herebyincorporated herein by reference in its entirety.

The application with Ser. No. 15/816,470 claims priority to and benefitof U.S. Provisional Patent Application No. 62/423,399 filed on Nov. 17,2016, entitled “Tuned Frequency-Tailored Damping Through Stratified SeatStructures” by Thomas Wittenschlaeger, having Attorney Docket No.FOX-2016-12.PRO, and assigned to the assignee of the present applicationthe disclosure of which is hereby incorporated herein by reference inits entirety.

FIELD OF THE INVENTION

Embodiments of the present technology relate generally to dampingsystems having stratified layers of viscoelastic materials used in asuspended seat environment, the combination of which dissipateexcitation frequencies individually and jointly.

BACKGROUND

Traditional shock absorbers embody damping characteristics that are“tuned” through a combination of piston design, outer body flow designand shim stacks on the piston and damper inner body which work togetherto create a highly tailored damping characteristics. However, in almostevery vehicle some amount of shock and vibration is passed through tothe driver or passengers therein. As such, there is a need for vibrationand shock damping at the passenger level.

BRIEF DESCRIPTION OF THE DRAWINGS

Aspects of the present invention are illustrated by way of example, andnot by way of limitation, in the accompanying drawings, wherein:

FIG. 1 is a perspective view of a suspended seat apparatus coupled witha tuned frequency-tailored damping through a stratified seat structure,in accordance with an embodiment.

FIG. 2 is a perspective view of a seat base component of the suspendedseat apparatus, in accordance with an embodiment.

FIG. 3 is a perspective view of a chassis mount component of thesuspended seat apparatus, in accordance with an embodiment.

FIG. 4 is a perspective view of a cantilever component of the suspendedseat apparatus, in accordance with an embodiment.

FIG. 5 is a perspective view of a plurality of pivot arm links of thesuspended seat apparatus, in accordance with an embodiment.

FIG. 6 is a perspective view of a shock absorber component of thesuspended seat apparatus, in accordance with an embodiment.

FIG. 7 is a perspective view of an adjustment knob on the shock absorbercomponent of the suspended seat apparatus, in accordance with anembodiment.

FIG. 8 is a front view of a low speed compression adjust on the shockabsorber component of the suspended seat apparatus, in accordance withan embodiment.

FIG. 9 is a front view of a rebound adjust on the shock absorbercomponent of the suspended seat apparatus, in accordance with anembodiment.

FIG. 10 is a graphical view of a plurality of typical air spring curvesfor the suspended seat apparatus, in accordance with an embodiment.

FIG. 11 is a perspective view of a position lockout switch for thesuspended seat apparatus, in accordance with an embodiment.

FIG. 12 is a perspective view of a compressor and controller automaticadjuster for the suspended seat apparatus, in accordance with anembodiment.

FIG. 13 is a flow chart of a method for manufacturing a damping seatstructure having at least two layers in accordance with an embodiment.

FIG. 14 is an exploded view of a damping seat structure having aplurality of layers, in accordance with an embodiment.

FIG. 15 is a cutaway side view of a damping seat structure having aplurality of layers, in accordance with an embodiment.

FIG. 16 is a cutaway front view of a damping seat structure having aplurality of layers, in accordance with an embodiment.

FIG. 17 is a top spread view of a damping seat structure having aplurality of layers, in accordance with an embodiment.

The drawings referred to in this description should be understood as notbeing drawn to scale except if specifically noted.

DESCRIPTION OF EMBODIMENTS

The detailed description set forth below in connection with the appendeddrawings is intended as a description of various embodiments of thepresent invention and is not intended to represent the only embodimentsin which the present invention is to be practiced. Each embodimentdescribed in this disclosure is provided merely as an example orillustration of the present invention, and should not necessarily beconstrued as preferred or advantageous over other embodiments. In someinstances, well known methods, procedures, objects, and circuits havenot been described in detail as not to unnecessarily obscure aspects ofthe present disclosure.

Overview of Discussion

This patent application describes the invention in the context of anexample embodiment of a seat for a driver, passenger including one ormore of front and rear layouts. In general, by adding the damping seatstructure to the adjustable suspended seat apparatus, a number ofimprovements are achieved. For example, it is well-known that there aredangers involved with suspended seat arrangements. If the suspended seatis used in an otherwise harsh ride, if the suspension portion of thesuspended seat is maxed out, back damage could occur. Specifically, thehuman spine is the next receiver of the remaining undamped shock afterthe vehicle suspension and seat suspension are maxed. By incorporating adamping seat structure into the adjustable suspended seat apparatus, theaddition of the damping layers, as described herein, will provideanother layer of protection between the remaining undamped shock and thehuman spine.

Moreover, since the damping characteristics of both the damping seatstructure and the adjustable suspended seat apparatus are adjustable,the combination of the two disparate systems will allow additionalmanual, automatic, factory set, and real time tuning that will providesituational improvement across the gamut. For example, a smoother ride,reduced fatigue over a long period of driving or riding, additionalsafety enhancements to provide near-real time adjustments to allow themaximum shock absorption to protect the human spine. Additionally, thecombination of adjustable suspended seat apparatus and damping seatstructure as discussed herein will be manually adjusted, automaticallyadjusted, or a combination of manual and automatic adjustment.

Thus, the different components of the adjustable suspended seatapparatus having tuned frequency-tailored damping through a stratifiedseat structure will be singularly or jointly adjusted based on userpreference, terrain, vehicle type, driver characteristics (e.g., height,weight, etc.), real-time feedback, vehicle input, visual recognition,event detection (e.g., pothole, bump, road surface, etc.) suspensionstatus, and the like.

Further, in one embodiment, the different components of the adjustablesuspended seat apparatus having tuned frequency-tailored damping througha stratified seat structure will be tuned such that the damping seatstructure absorbs a first frequency vibration while the adjustablesuspended seat apparatus absorbs a second frequency of vibration(different than the first frequency vibration) to increase the absorbedfrequency spectrum.

In another embodiment, the different components of the adjustablesuspended seat apparatus having tuned frequency-tailored damping througha stratified seat structure will be tuned such that the damping seatstructure absorbs a first frequency vibration while the adjustablesuspended seat apparatus absorbs a second frequency of vibration (thatoverlaps with the first frequency of vibration) to increase thevibration absorbed at a certain frequency on the spectrum.

In another embodiment, the different components of the adjustablesuspended seat apparatus having tuned frequency-tailored damping througha stratified seat structure will be tuned such that the damping seatstructure absorbs a first frequency vibration while the adjustablesuspended seat apparatus also absorbs the first frequency of vibrationto increase the vibration absorbed at the first frequency.

The following discussion will begin with a brief description of vehicleseat shock and vibration characteristics and the problems associatedtherewith. The discussion then turns to a description of variousembodiments, which address and overcome the present state of seatsuspension shortcomings.

Embodiments described herein utilize varying layers of viscoelasticmaterials in a “virtual shim stack” to create the ability to precisiontune a damping characteristic of a seat structure to the precise natureof the expected force or excitation vector.

Referring now to FIG. 1, a perspective view of a suspended seatapparatus 105 having tuned frequency-tailored damping through astratified seat 140, referred to hereinafter as suspended seat apparatuswith damping seat structure 100, is shown in accordance with anembodiment. Suspended seat apparatus with damping seat structure 100includes a seat 140 and a suspended seat apparatus 105. Althoughsuspended seat apparatus with damping seat structure 100 resembles anautomobile seat, it should be appreciated that the technology is wellsuited for application in other vehicles such as snowmobiles, off-roadvehicles, on-road vehicles, boats, motorcycles, and the like in which aneed for additional torsion and vibration damping exists.

In general, every seating system experiences external and internalexcitations from a plurality of forces that produce shock and vibrationof varying amplitude and varying natural frequency that are transmittedto the seat from the vehicle to which the seat is coupled. Over time,these physical shocks will cause fatigue, disorientation, illness,injury, and the like.

Suspended seat apparatus 105 is broken down into its components in FIGS.2-12. In general, suspended seat apparatus 105 includes a seat base 110that provides a solid attachment point of the original seat 140 to thesystem; a chassis mount 111 that provides a solid attachment point ofthe system to the vehicle body pan; a shock absorber 114 with integratedair spring that migrates shock forces from vehicle movement to the seatoccupant; a cantilever assembly 112 that translates vertical motion tohorizontal motion; and a series of pivot arm links 113 that providesupport for the seat base 110 to the chassis mount 111.

Suspended seat apparatus 105 includes a number of important features.For example, true hydraulic shock damping allows for controlledrebound/compression damping directly at the seat 140, reducing ridefatigue and injury risk to the occupant. The hydraulic shock absorber114 will be locked out by the occupant using the lock out switch 120 tomimic a rigid seat base during on-road conditions, and then opened up tofull suspension during off-road conditions.

When paired with an integrated air compressor and controller automaticadjuster 125, the FOX suspended seat apparatus 105 will beself-leveling, automatically adjusting seat height to the occupant'sweight. Further, the FOX suspended seat apparatus 105 will includesemi-active, or full active tuning for compression/rebound, andadjustability via smart phone app connected via wireless/Bluetoothinterface.

As described herein, the suspended seat apparatus with damping seatstructure 100 will be used in truck, SUV, offroad vehicle industry, UTV,powersports, heavy trucking, RV, agriculture, maritime, and the like.

In one embodiment, suspended seat apparatus 105 converts vertical motioninto horizontal motion using a cantilever design. This vertical motionmight be a 1:1 ratio; meaning for every 1 unit of vertical travel, 1equal unit of horizontal travel is converted. This ratio will beinfinitely adjusted using different cantilever lengths/ratios/shockpositions. Moreover, as shown in FIG. 1, the system operates as atraditional 4 bar “parallelogram” mechanism which is mirrored to eachside of the seat base.

Referring now to FIG. 2, a perspective view 200 of a seat base 110portion of the suspended seat apparatus 105 is shown in accordance withan embodiment. In one embodiment, seat base 110 is the point where seat140 is mounted to suspended seat apparatus 105 to form the suspendedseat apparatus with damping seat structure 100.

With reference now to FIG. 3, a perspective view 300 of a chassis mount111 portion of the suspended seat apparatus 105 is shown in accordancewith an embodiment. In one embodiment, chassis mount 111 is a bracketthat attaches the suspended seat apparatus with damping seat structure100 to the chassis of a vehicle using added bolt holes or existing boltholes. In one embodiment, chassis mount 111 is specific to each vehicleconfiguration to ensure safe and conforming fitment.

Referring now to FIG. 4, a perspective view 400 of a cantilever 112portion of the suspended seat apparatus 105 is shown in accordance withan embodiment. In one embodiment, cantilever assembly 112 includes 2lever pivot links 112 a attached at both ends of a rigid bar 112 b. Therigid bar 112 b has a series of cantilever arms 112 c (e.g., part ofcantilever assembly 112) attached to it. As seat base 110 movesvertically, cantilever assembly 112 rotates and compresses shockabsorber 114.

With reference now to FIG. 5, a perspective view 500 of a plurality ofpivot arm links 113 of the suspended seat apparatus 105 is shown inaccordance with an embodiment. In one embodiment, pivot arm links 113provide seat base 110 supports. As seat base 110 increases in length,pivot arm links 113 are added for support. One end of pivot arm links113 is attached to seat base 110 via a shaft and roller bearing 113 band the other end of pivot arm links 113 are attached to chassis mount111 via a shaft and roller bearing assembly 113 a.

Referring now to FIG. 6, a perspective view 600 of a shock absorber 114portion of the suspended seat apparatus 105 is shown in accordance withan embodiment. In one embodiment, shock absorber 114 includes anintegrated air spring and damper. For example, the air spring has a dualpiston design with an integrated negative spring to aid in creating amore linear air spring curve. In one embodiment, the air spring has abuilt in damper that is fully adjustable.

With reference now to FIG. 7, a perspective view 700 of an adjustmentknob 115 on the shock absorber 114 portion of the suspended seatapparatus 105 is shown in accordance with an embodiment. In oneembodiment, the primary damping components are fully adjustable airshocks that will be manually or automatically adjusted. For example, theshock may be manually adjusted via adjustment knob 115. The adjustmentsare shown in FIGS. 8 and 9.

Referring now to FIG. 8, a front view 800 of a low speed compressionadjust 116 on the shock absorber 114 portion of the suspended seatapparatus 105 is shown in accordance with an embodiment. In oneembodiment,

With reference now to FIG. 9, a front view 900 of a rebound adjust 117on the shock absorber 114 portion of the suspended seat apparatus 105 isshown in accordance with an embodiment. Referring again to FIG. 6, inone embodiment the primary spring used in shock absorber 114 is rangeadjustable air spring from 0-300 psi. Although a range is described, itshould be appreciated that in other embodiments, there may be otherprimary springs, other than adjustable air springs, and adjustable toother ranges. However, in one embodiment, the primary spring used inshock absorber 114 is range adjustable air spring from 0-300 psi. In oneembodiment, the air pressure will be adjusted using a high pressure handpump or air compressor.

Referring now to FIG. 10, a graphical view 1000 of a plurality oftypical air spring curves for the suspended seat apparatus 105 is shownin accordance with an embodiment. In one embodiment, since the springused is an air spring, additional compression spacers will be added toincrease the compression ratio in the spring which changes thecompression curve of the spring as shown in the graphical view 1000.

With reference now to FIG. 11, a perspective view 1100 of a positionlockout switch 120 for the suspended seat apparatus 105 is shown inaccordance with an embodiment. In one embodiment, the lock out switch120 is optional. In general, by including lock out switch 120, thesuspension within seat base 110 will be “turned off”. For example, inthe event that seat base 110 suspension is not needed, the user willmanually activate lock out switch 120 integrated into the air shocks todeactivate/minimize the seats suspension travel. In one embodiment, thissetting is obtained by manipulating lock out switch 120 which isattached to seat base 110. In one embodiment, lock out switch 120 willhave a tactile feedback so that the user will easily know what settingsuspended seat apparatus with damping seat structure 100 is in withouthaving to look for the position of lock out switch 120.

Referring now to FIG. 12, a perspective view 1200 of a compressor andcontroller automatic adjuster 125 for the suspended seat apparatus 105is shown in accordance with an embodiment. In one embodiment, compressorand controller automatic adjuster 125 is optional. In one embodiment,compressor and controller automatic adjuster 125 will be added tocontrol the spring pressure automatically with the use of an onboardmonitoring system. This system determines the optimal spring pressurefor the passenger based on an optimum seat height base requirement forthe damping system to be fully effective. In one embodiment, compressorand controller automatic adjuster 125 has an integrated accelerometerwhich aids in the bleed off of pressure during high impact scenarios toreduce unwanted spinal loads and g-forces.

In one embodiment, rough bottoming out will be prevented by using rubberbump stops or cantilever assembly 112 will be tailored to utilize theend of the air spring stroke which is where the highest spring pressurewill be found.

With reference again to FIG. 1, the seat 140 suspension characteristicswill be set at the factory, manually adjustable by a user, orautomatically adjustable by a computing device using environmentalinputs and the like. For example, the design and operation including therigidity of the seat 140 will be for a terrain type, ocean type, or thelike, versus a rider comfort design. As such, the suspension seat willprovide an additional layer of mechanical suspension that is missing invehicles, such as, personal watercraft, boats, and the like.

For example, in an automobile suspension system, the different aspectsthat are used to adjust a suspension include tires, shocks, springs,axles, tension bars, and the like. Moreover, within each differentaspect numerous modifications will be made both automatically andmanually. For example, changes to tire components will include tiretype, e.g., rigidity, wall height, level of inflation, how it is mountedto the rim, etc. Similarly, shocks are wide ranging in size, range ofoperation, dampers, reservoirs, fluid type, tuning, and the like, whichare modifiable either automatically or manually to different performancecharacteristics or for operation in different environments. Springs areof different lengths, thicknesses, spring constants, materials; axlesare solid or independent, etc. Thus, the possible different adjustablecharacteristics to the suspension of a wheeled vehicle will be almostinfinite and the ongoing developments and inventions in the suspensionfield show that significant time, resources and effort are being used toconstantly develop better suspension systems.

Here, embodiments provide a novel seat suspension that is built into theseat manufacturing process and provides a seat 140 level of suspensionfor reducing the forces and vibrations transferred from a vehicle to theperson riding in the seat 140. In general, the seat suspension ismanufactured to provide a certain fixed level suspension characteristicor to variable level suspension characteristics. For example, thesuspension characteristics are manually or automatically adjustablebased on user preference, speed, maneuvering, or the like.

In one embodiment, seat 140 will also include comfort characteristicssuch as: seat warmers, coolers, airflow fans, and the like. Thus, whileseat 140 is used as another layer of suspension to the overall vehicleride, it is possible, in an embodiment, to incorporate creature comfortsinto the seat 140 design.

With reference now to FIG. 13, a flow chart 1300 of a method formanufacturing a damping structure for seat 140 having at least twolayers (such as layers 1401-140 n of FIG. 14, and/or layers 1501-150 nof FIGS. 15 and 16) is shown in accordance with an embodiment.

With reference now to 1310 of FIG. 13 and FIGS. 15-16, one embodimentselects a first material from a plurality of materials based on a firstcharacteristic to provide a first damping effect in a first layer 1501.

With reference now to 1320 of FIG. 13 and FIGS. 15-16, one embodimentselects a second material from the plurality of materials based on asecond characteristic to provide a second damping effect in a secondlayer 1505. Further, in one embodiment, at least one side of at leastone of the first material and the second material is treated to alter asurface characteristic of the at least one side to provide a fourthdamping effect. Additionally, the first material and/or the secondmaterial are selected from a plurality of piezoelectric materials.

With reference now to 1330 of FIG. 13 and FIGS. 15-16, one embodimentselects a first bonding material to bond the first material to thesecond material based on a third characteristic to provide a thirddamping effect.

With reference now to 1340 of FIG. 13 and FIGS. 15-16, one embodimentbonds first layer 1501 to the second layer 1505 using the first bondingmaterial to form a seat.

With reference now to 1350 of FIG. 13 and to FIGS. 1-12, one embodimentcouples the seat 140 with a suspension system 105. As described indetail herein.

With reference now to 1353 of FIG. 13 and to FIGS. 4-12, in oneembodiment suspension system 105 includes an adjustment feature (such asone or more of adjustment features 112-117, 120 and 125 of FIGS. 2-12)configured to adjust operation of the suspension system 105.

With reference now to 1356 of FIG. 13 and to FIG. 3, in one embodimentsuspension system 105 includes a chassis mount 111 coupled with thesuspension system, the chassis mount configured to be coupled to avehicle. For example, in one embodiment, chassis mount 111 provides asolid attachment point between the seat system and the vehicle body pan.

In a stack having additional layers as shown in FIGS. 14-16, oneembodiment selects a third material from a plurality of materials havinga pneumatic chamber therein to provide a fourth damping effect in athird layer 1507 and the third layer 1507 is bonded with one or both ofthe first layer 1501 or the second layer 1505. Similarly, a thirdmaterial is selected from a plurality of hydraulic materials based on athird characteristic to provide a fourth damping effect in a third layer1507 and the third layer 1507 is bonded with one or both of the firstlayer 1501 or the second layer 1505.

In a stack having even more additional layers, a third material isselected from a plurality of materials having a pneumatic chambertherein to provide a fourth damping effect in a third layer 1507 and afourth material is selected from a plurality of hydraulic materialsbased on a fourth characteristic to provide a fifth damping effect in afourth layer 150 n. The third layer 1507 and the fourth layer 150 n arethen bonded with one or both of the first layer 1501 or the second layer1505.

In one embodiment, the adjustable damping characteristic is manuallyadjustable via a user input. For example, as described in further detailin the discussion of FIG. 14, the adjustable damping characteristic willbe automatically adjusted based on external conditions, e.g., sensorsdetecting shock, vibration, or the like. Moreover, the sensors aremonitoring the vehicle, the seat, another mechanical component, or eventhe passenger in the seat 140 on the vehicle.

Referring now to FIG. 14, an exploded view of a damping stack 1400,e.g., such as used to make seat 140, having a plurality of layers1401-140 n is shown in accordance with an embodiment. In one embodiment,the damping structure is a stratified viscoelastic materials dampingstack. Moreover, the materials in the damping stack 1400 will beindividually and jointly combined based on the material variables suchas, but not limited to, chemical composition, layer thickness, surfacemapping characteristics, bonding composition and thickness, centerfrequency damped, coefficient of damping, spring back rate, and thelike.

As shown in FIG. 14 and described in more detail herein, material andadhesive layers will be stacked in a way that mimics a valve shim stackof a damper piston or base valve. Thus, a layered seat cushion could be“tuned” by choosing the right layering of materials for a givenapplication. Different layers for high frequency vibration, low speedcompression, and high speed compression are discussed. In oneembodiment, electronically altered materials, anisotropic materials,piezoelectric materials, pneumatic materials, hydraulic materials, andthe like are incorporated depending upon the use scenario.

For example, by varying the chemical composition of the viscoelasticmaterials, the order of the viscoelastic material within damping stack1400, the surface characteristic of each layer, and/or the bondingmodality serving to unify the stack, the damping curve and dampedfrequencies of the combined structure is tailored to provide specific orvariable damping characteristics.

Further, the materials of damping stack 1400 is engineered to operate ina specific frequency domain, demonstrate predictable stress/strainslopes at a given strain rate, or embody varying recovery times afterremoval of the excitation or strain. When these dissimilar materials arebonded into a stratified structure, e.g., seat 140, damping occursthrough a combination of independent as well as dependent compression,material rebound and energy absorption characteristics. The compositionof the damping stack 1400 is tailored to observed or anticipated peakshock amplitudes, excitation center frequencies, as well as sprung andunsprung masses.

In one embodiment, the viscoelastic materials damping stack 1400includes a plurality of materials having varying chemical ormetallurgical composition. The materials include a plurality of dampingcenter frequencies as well as a plurality of stress/straincharacteristics embodied therein. The damping stack 1400 will have aplurality of surface characteristics engineered into each layer as wellas the option for a plurality of bonding alternatives for each stratum.Moreover, in one embodiment, damping stack 1400 includes a plurality ofjoint or co-occurring damping characteristics dependent on materialsselected, stack sequence, and the like.

For example, one or more of the layers in damping stack 1400 includesfoam of different density, thickness, or the like. Moreover, a cover isprovided around damping stack 1400 to provide the seat surface. Thecover will be a waterproof material such as neoprene, a grippingmaterial that gets stickier as it gets wet, a material with a high levelof durability and resistance to abrasions and tears such as nylon orrayon, a hardy material using a Kevlar fiber, or the like.

In one embodiment, one or more of the layers in damping stack 1400include isotropic materials that have identical values in alldirections. Similarly, in one embodiment, one or more of the layers indamping stack 1400 include anisotropic materials that have values thatchange with direction along the object. For example, with the grainmovement and characteristics versus against the grain movement andcharacteristics.

By stacking and organizing layers that are anisotropic, forces in afirst direction would be absorbed or damped, while forces in a directionperpendicular to the first direction would not be. For example,orientation of the anisotropic layers could be oriented to absorb apitching moment force while remaining rigid for roll or yaw momentforces. Similarly, the orientation of the anisotropic layers could beoriented to absorb roll or yaw forces while remaining rigid for pitchand the other of roll or yaw forces.

In one embodiment, one or more of the layers in damping stack 1400include piezoelectric materials to create electricity that will then beused on electroactive materials. In one embodiment, a layer is filledwith an electrorheological fluid that will change viscosity as anelectric field is applied. As electricity is applied the viscosity wouldbecome thicker and as such the electrorheological fluid filled layerwould become more solid.

As such, in a smooth operating environment, an electric field is userselected, e.g., a smooth surface setting, or automatically applied by asensor on the vehicle, to the electrorheological fluid layer to increasefirmness in the ride. In contrast, when rougher terrain is encountered,the user will select a rough terrain setting, or the automatic sensorwould sense the rough terrain and reduce the electric field therebymaking the electrorheological fluid layer softer and more absorptive ofvibrations and shocks.

In one embodiment, one or more of the layers in damping stack 1400includes pneumatic materials, such as an air bladder layer, or the like.In a similar operation as to the electrorheological fluid discussedabove, the pneumatic layer could be manually or automatically inflatedor deflated depending upon the surface conditions being encountered. Onsmooth terrain, the pneumatic layer could be increased in inflation toprovide additional hardness that would increase feedback, feel andprecise handling.

In rougher terrain, the pneumatic layer could be deflated to provide asofter ride that would reduce rider felt vibrations, shock, bumps, andthe like thereby reducing rider fatigue. As described herein, the manualoption is a user selectable switch for given characteristics, e.g.,highway mode—for smooth terrain,—off-road mode—for rough terrain, amixed mode for intermediate terrain, etc.

In an automated mode, a sensor on the vehicle monitor the shock,vibrations, bumps and the like and automatically adjust the pneumaticlayer based on the sensed characteristics. In a fully manual mode, theuser will use a valve and pump, or the like, to add or relieve pressurefrom the pneumatic layer based on user preference, or the like.

In one embodiment, one or more of the layers in damping stack 1400includes hydraulic materials, such as gel materials, silicon filled, orthe like. In one embodiment, the hydraulic material layer is factory setat a specific firmness. For example, a seat 140 is manufactured with afirst type of hydraulic material layer and be designated as a highwayseat. While another seat 140 is manufactured with a second more or lessfirm type of hydraulic material layer and be designated as rough terrainseat.

In general, by utilizing different layers of different material types,such as described herein, a damping stack 1400 will be built into a seat140 that is tuned to meet specific damping characteristics such ashighway, offroad, mixed terrain, rock climbing, racing, performance, orthe like.

Similarly, by providing different bonding characteristics between thelayers 1401-140 n, the force vectors, directions of absorption, andother characteristics of seat 140 will be further adjusted to provideadditional and directional damping characteristics.

Moreover, utilizing adjustable layers within the damping stack 1400 willallow a seat 140 to be adjusted on the fly either automatically ormanually. For example, a user will start in highway mode during traveldown a roadway, e.g., a damping stack 1400 with a firmer feel, and thenas the user transitions to rougher terrain, the adjustable layers withinthe damping stack 1400 will be adjusted to provide a smoother ride byincreasing absorption of shock.

In one embodiment, the automated or user selectable settings are furtherdefined based on actual conditions or as “learned” user settings. Forexample, a user will put the seat 140 into a rough terrain mode and thentransition it to a roadway, fire road, highway, or the like. When thesensors determine that the seat is not receiving as much shock as isneeded for rough terrain, the sensor would change the mode to highwaymode to provide a firmer ride. Additionally, if a user prefers a harderfeel, the user would set the adjustments so that off-road mode reducesless shock and provides less damping. Similarly, if the user prefers asofter ride, or has been in the seat for a long period of time, the userwould adjust the stiffness mode to be a softer seat, provide a smootherride, or the like.

Thus, by using the damping stack 1400 to provide user adjustablestiffness and shock absorbing characteristics, the users comfort isincreased while the fatigue from constant shocks will be reduced.

Although the discussion has focused on an automobile, the seat 140damping characteristics are available for other applications such assnowmobiles, track vehicles, watercraft, and even fully suspendedvehicles to provide an additional layer of shock absorption andvibration damping.

FIG. 15 is a cutaway side view 1500 of a damping seat structure having aplurality of layers shown in accordance with an embodiment. The layers,connections, characteristics, capabilities, and materials used in FIGS.15-17 are similar to those described in FIG. 14. As such, the discussionof FIG. 14 is referred to herein in its entirety and not repeated indetail for purposes of clarity.

FIG. 15 includes a first layer 1501, a second layer 1505, a third layer1507, and a fourth layer 150 n. Although four layers are shown, itshould be appreciated that there may be more or fewer layers. The use offour herein is merely for purposes of brevity and clarity. In oneembodiment, first layer 1501 is a rigid foam; second layer 1505 is apliable foam/rubber/neoprene layer with a number of geometric shapesthat form air pockets while maintaining the structure; third layer 1507is a pliable foam/rubber/gel/neoprene layer with a plurality of shockabsorbing bumps therein; fourth layer 150 n is a pliablefoam/rubber/gel/neoprene layer that is smooth but provides an additionalamount of shock absorption and a relatively flat surface that could beused as the top or almost top layer of the seat.

It is also possible that one of more of the layers 1501-150 n are gelfiled or are adjustable based on an electronic pulse sent through thematerial to cause changes to the layer's frequency dampingcharacteristics, rigidity, and the like.

In one embodiment, one or more of layers 1501-150 n include hydraulicmaterials, such as gel materials, silicon filled, or the like. In oneembodiment, one or more of layers 1501-150 n could be a pneumatic layerwhich would be inflated or deflated. For example, it may be inflated toprovide a firmer ride, and then deflated to provide a softer ride thatwould reduce rider felt vibrations, shock, bumps, and the like therebyreducing rider fatigue.

In one embodiment, one or more of layers 1501-150 n includepiezoelectric materials to create electricity that will then be used onelectroactive materials. In one embodiment, one or more of layers1501-150 n are filled with an electrorheological fluid that will changeviscosity as an electric field is applied. As electricity is applied theviscosity would become thicker and as such the electrorheological fluidfilled layer would become more solid.

In one embodiment, one or more of layers 1501-150 n include isotropicmaterials that have identical values in all directions. Similarly, inone embodiment, one or more of the layers in damping stack 1400 includeanisotropic materials

FIG. 16 is a cutaway front view 1600 of a damping seat structure havinga plurality of layers shown in accordance with an embodiment. Cutawayfront view 1600 consists of the same layers as shown in FIG. 15, e.g.,first layer 1501, second layer 1505, third layer 1507, and fourth layer150 n. Although four layers are shown, it should be appreciated thatthere may be more or fewer layers. The use of four herein is merely forpurposes of brevity and clarity.

FIG. 17 is a top spread view 1700 of a damping seat structure having aplurality of layers shown in accordance with an embodiment. Spread view1700 consists of similar layers as shown in FIGS. 15 and 16, e.g.,second layer 1505, third layer 1507, and fourth layer 150 n. Althoughthree layers are shown, it should be appreciated that there may be moreor fewer layers. The use of three herein is merely for purposes ofbrevity and clarity.

It should be noted that any of the features disclosed herein are usefulalone or in any suitable combination. While the foregoing is directed toembodiments of the present invention, other and further embodiments ofthe invention is implemented without departing from the scope of theinvention and the scope thereof is determined by the claims that follow.

What we claim is:
 1. An adjustable suspended seat apparatus with dampingseat structure comprising: a damping seat structure, the damping seatstructure comprising: a first material of a plurality of materialshaving a first characteristic to provide a first damping effect in afirst layer; a second material of the plurality of materials based on asecond characteristic to provide a second damping effect in a secondlayer, the first material or the second material having an adjustabledamping characteristic; and a first bonding material to bond the firstmaterial to the second material based on a third characteristic toprovide a third damping effect, the first layer bonded to the secondlayer using the first bonding material; and a suspended seat apparatus,the suspended seat apparatus comprising: a seat base configured to havethe seat coupled thereto; a suspension system coupled to the seat base,the suspension system comprising: an adjustment feature configured toadjust operation of the suspension system; and a chassis mount coupledto the suspension system, the chassis mount configured to be coupled toa vehicle, wherein the adjustable damping characteristic isautomatically adjusted based on external conditions.